Internal combustion engine



Aug. 24, 1943. E. E. HEUSCHOBER INTERNAL COMBUSTION ENGINE Filed May 7; 1941 3 Sheets-Sheet l flu .F\\/ I E/ 2 M! a ,WHIL m w A a i m 1 .1 imf i, 9 52 0 J i a Aug 24, 1943. E. E. HEUSCHOBER INTERNAL COMBUSTION ENGINE 3 Sheets-Sheet 2 Filed May 7, 1941 INVENTOR.

Aug. 24, 1943.

E. E. HEUSCHOBER INTERNAL GOILJUSTION ENGINE Filed May '7, 1941 3 Sheets-Sheet 3 Patented Aug. 24, 1943 INTERNAL COIVIBUSTION ENGINE Elbert E.'Heuschober, Fort Worth, Tex., assignor to Heuschober Engineering Corporation, Fort Worth, Tex.

Application May 7, 1941, Serial No. 392,300

15 Claims.

This invention relates to internal combustion engines and more particularly to two-cycle engines of this nature.

The general object of the invention is to produce a simply constructed engine of the type referred to having a minimum number of moving parts and having an efiective and novel method of scavenge control. The simplicity of the preferred arrangement and construction of the parts makes possible a two-cycle engine with a simple trunk piston, yet without crankcase compression or an independent source of scavenging. However, it is shown how the scavenge control method may be used on other types of two-cycle engines; and such arrangements are considered in the scope of this invention.

The specific object of this invention is to pro- I vide an engine as outlined above having a new and novel by-pass chamber arrangement disposed between adjacent engine cylinders including a valve unit by which the pressure in the by-pass chamber is controlled, thereby controlling, by manual or automatic means the scavenging pressure for optimum performance at various conditions of engine speed and load.

With the above and other important objects in view, the invention will be readily understood from a perusal of the following description wherein reference is made to the several parts in detail in connection with the accompanying drawings, and in the drawings:

Figure 1 is a transverse sectional view of an internal combustion engine and illustrating an embodiment of the invention;

Figure 2 is a partial sectional view of Figure 1, the view being taken along the line 2-2 thereof and on a larger scale;

Figure 3 is a detail view of the control valve, mixing valve and the engine speed governor, showing the manner of connecting the parts together;

Figure 4 is an enlarged sectional detail view of the control valve, the view being had along the line of 4-4 of Figure 2;

Figure 5 is a. view similar to Figure 1, but illustrating the invention embodied in a crankcase compression type of internal combustion engine; and

Figure 6 is a fragmentary view in section of an interna1 combustion engine of the cross-head type and showing how the invention is used therewith.

In carrying out the invention and as illustrated in the drawings, Figure 1, there is provided a crankshaft I, a connecting rod 2, with a pin 3,

atmosphere or into a suitable receiver.

for securing the connecting rod to a piston 4. As shown the piston has an elongated skirt 4--a and ports I I are formed in the piston. Included in the assembly is a sealing head 5 which is stationary, being held in such position by means of the shafts 5-11, the upper ends of these shafts being embedded in the head 5 and their lower ends secured as by the nuts 5--b to the plates 5-e. In this manner the piston skirt is made to reciprocate telescopically over the sealing head 5. The above enumerated parts are enclosed in a crankcase 6, a cylinder 1 and a cylinder head 8, and the cylinder 1 provides a combustion chamber C in the latter of which is placed a sparking device or fuel injector or both, such parts being' indicated at In. The burned gases are exhausted through a port or ports indicated at 9 into the The engine illustrated in Figure 1 is liquid cooled, but obviously air may be used as a cooling medium since this would not alter the operation of the engine.

The engine also includes a carburetor or mixing valve l9; and if'the engine is to be operated on a principle by which the fuel is to be injected into the cylinder after the ports are closed or when combustion is desired, the valve I9 is removed, allowing only air to enter the compression chamber 28 by means of the passage l2.

The engine cylinder also provides a by-pass chamber or chambers l4 and a receiver or receivers [5, the chamber I4 having an intake valve 16 and the receiver a discharge valve l1; and there are also formed the passages 12 and I3 opening into the cavity 28 of the piston 4 through its ports H. The receiver chamber I5 is made common to two or more cylinders by means of the opening 29.

A particular feature of the engine is the valve unit which controls the pressure in the by-pass chamber l4, and thereby the pressure in the chamber 15. As shown to better advantage in Figure 2, the chamber M of one cylinder is connected to that of the adjacent cylinder. The valve unit, shown in Figures 2, 3, and 4 consists of a housing l8 covering the two ports 25 and a valve 23, and so arranged that the valve is between these ports 25, and the manipulation of the valve governs the amount of gaseous fluid that passes between the ports 25. The valve 23 I pressure is that needed for the optimum performance. However, in most cases it is desired to operate the engine at several speeds; In this case the valve 23 may be connected by means of the bar 22 to the governor!!! which is driven by the engine and governs the engine speed. The governor may then be connected by the bar 2| and link 2l-a to the mixing valve l9, carburetor or fuelinjection pump, asthe case may be.

In Figure is illustrated a sectional view of an internal combustion engine of the crankcase compression type and showing how the invention may be incorporated therein. The reference numerals in this view indicate the same'parts as shown in Figures 1 and 2 with the exception of the cavity 28 which in this adaptation indicated the crankcase of the engine instead of the cavity thus indicated in the piston in Figure 1. Also in this application of the invention the passage l2 opens into the crankcase 6.

In'Figure 6 is shown a fragmentary sectional view of an internal combustion engine of the cross-head type and withwhich the invention mav also be used. In this type ofengine the piston 4 is connected by a rod P to the crosshead' C. the piston rod reciprocating in the seal provided by the stufilng box S. While the chambers I4 and l5 with valves I6 and II are not repeated in Figure 6, it will be understood that these parts may be alike in all respects to those shown in Figures 1 and 2 and in Figure 6, and both Figures 5 and 6 are thought to be ample in illustrating an exemplification of the adaptation of the invention to an internal combustion of the crankcase compression and cross-head types. A

careful reading of the subject matter preceding the description of Figures 5 and 6 will, it is believed, enable one to readily understand the variations in the application to these two typesof engines.

In the operation of the invention as illustrated in Figures 1 to 4, inclusive, it should be readily apparent that the compression stroke of the reciprocating piston 4 draws the gaseous fluid into the engine and that the power stroke of the piston is utilized to force the gaseous fluid through the receiver l5 into the cylinder of the engine at a controlled amount of scavenging pressure. By the use of the stationary sealing head 5, telescoped inside the bored skirt 4-a of the piston, the cavity 28 of the piston is isolated from the crankcase, and in this arrangement it is possible to utilize the reciprocating piston for pumping the gaseous fluid without dilution and mixing with the crankcase vapors, thus allowing for pressure or splash. lubrication where desired. The scavenging pressure of this pump can be easily controlled for the engine speed and the exhaust back pressure. It will also be understood that although the drawings, Figures 1 to 4, inclusive, illustrate the adaptation of the invention to an internal combustion having the two or more cylinders (which is preferable) this method of scavenge control can be used with equal efiect on a single cylinder by throttling into a separate expansion chamber. On the compression stroke of the piston 4, the gaseous fluid is drawn in past the intake valve l6 into the chamber 14, thence through the passage l2 and into the cavity 28 of the piston through the ports II. On the expansion stroke of the piston the gaseous fluid is forced out through the ports II and the passages I2 into the chamber I4, thence into the receiver [5 past the discharge valve ll, from which point it moves through the trolled by allowing a portion of the gaseous fluid to pass by the valve 23 and into the adjacent chamber. The amount which passes through depends upon the degree of the opening of the.

valve 23.

v A variation of the above construction which would accomplish the same results would be the omission of the opening 29 in Figure 2, giving each cylinder a separate receiver chamber. A disadvantage of this construction would be that a much larger receiver chamber would be required for each cylinder. would be the omission of both the opening 29 and the discharge valve IT. This construction would combine chambers l4 and I5 and make them common to only one cylinder, with the valve unit I8 joining two or more cylinders.

While the disclosure illustrates and describes an embodiment of the invention, adapted to the different types of internal combustion engines and reveals how the same may be carried out in practical operation, it isto be understood that thedevice may be modified, changed and altered such as would be within the scope and meaning of the claims appended hereto.

What is claimed is:

In an internal combustion engine having two or more cylinders with piston operated scavenge pumps and piston controlled inlet and exhaust ports, a by-pass chamber for each cylinder and a receiver chamber common to two or more cylinders, a valved inlet for each of said by-pass chambers for the admission of a gaseous fluid into the by-pass chamber, a valved discharge from said by-pass chamber into the receiver chamber, and a valve unit providing communication'between the chambers of the two cylinders for controlling the pressure in the receiver chamber for various engine speeds and loads.

2. In an internal combustion engine as provided in claim 1, a valve unit providing communication between the chambers of two or more cylinders for controlling the pressure in the receiver chamber, said valve unit being connected to the governor of the engine and the governor similarly connected to the throttle control of the engine for controlling the scavenging pressure and the engine speed at various loads in a predetermined relationship.

3. In an internal combustion engine having two or more cylinders with piston operated scavenge pumps and piston controlled inlet and exhaust, a by-pass chamber for each cylinder and a receiver chamber common to two or more cylinders, a valved inlet to and a valved discharge from said by-pass chamber, a valved connection between the by-pass chambers of two or more cylinders, to control the intake of the scavenge pump.

4. In an internal combustion engine having two or more cylinders with piston operated scavenge pumps and piston controlled ports, a bypass chamber for each cylinder and a receiver chamber common to .two or more cylinders, a valved inlet and a valved discharge Ior said bypass chamber, a valve connection between the by-pass chambers of two cylinders, said valve being linked to a control and said control being similarly linked to the engine throttle control to A further variation provide for manually controlling the engine scavenge pressure and the engine speed at vari= ous loads in a predetermined relationship.

5. In an internal combustion engine having two or more cylinders with piston operated scavenge pumps a by-pass and receiver chamber with valved inlet connecting the pumping chamber and the cylinder combustion chamber of each cylinder, a valved connection between the bypass or receiver chambers of two or more cylin ders, said valve being used to control the scavenge pressure of the engine at various conditions of speed and load.

6. In an internal combustion engine as claimed in claim 5, said valve being linked to the engine throttle control, for controlling the engine scavenge pressure and the engine speed at various loads in a predetermined relationship.

7. In an internal combustionengine as claimed in claim 5, said valve being linked to a control and the control similarly linked to the engine throttle control to provide for manually controlling the engine scavenge pressure and the engine speed in a predetermined relationship.

8. In an internal combustion engine using the reciprocation of the power transmitting piston as a means of providing the scavenging of the engine cylinder, a by-pass pressure control valve or valves and engine throttle control valve or valves and means connected to the engine governor for the automatic simultaneous adjustment of said valves in a predetermined relationship.

9. In an internal combustion engine using the reciprocation of the power transmitting piston as a means of providing the scavenging of the engine cylinder, by-pass control valve or valves with a lag to prevent the valve or valves opening until the load falls to a predetermined point.

10. In an internal combustion engine using the reciprocation of the power transmitting piston as a means of providing the scavenging of the engine cylinder, by-pass control mechanism having a degree of lost motion suflicient to prevent the control valve or valves opening until the load diminishes to a predetermined point.

11. In an internal combustion engine using the reciprocation of the power transmitting piston as a means of providing the scavening of the engine cylinder, by-pass control mechanism having a degree of lost motion sufficient to prevent the control valve or valves opening until the engines speed reaches a predetermined point.

12. In an internal combustion engine using the reciprocation of the power transmitting piston as a means of providing thescavening of the engine cylinder, a valved means of by-passing a desired amount of the discharge of the pumping chamber into the intake of another pumping chamber.

13. In an internal combustion engine as claimed in claim 12, said valved means being linked to the engine throttle in a manner to provide for manual or automatic operation of the said valved means and said throttle control in a predetermined relationship.

14. In an internal combustion engine using the reciprocation of the power transmitting piston as a means of scavening and charging the cylinder; a pumping chamber for each cylinder and a receiving chamber between the pumping chamber and the combustion chamber; said receiving chamber being common to two or more cylinders.

15. In an internal combustion engine using the reciprocation of the power transmitting piston as a means of scavening and charging the cylinder; a pumping chamber for each cylinder and a receiving chamber between the pumping chamber and the combustion chamber for each cylinder.

ELBERT E. HEUSCHOBER. 

